Boat-hull.



J. S. ANDERSON.

BOAT HULL.

APPLICATION FILED SEPT. 29, 1909.

Patented July 19,1910.

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J. S. ANDERSON.-

Patented July 19, 1910.-

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NTTED STATES PATENT OFFICE.

JOHN S. ANDERSON, OF G-LENCOE, MINNESOTA, ASSIGNOR TO THE GLENCOE FOUNDRY AND MACHINE COMPANY, OF GLENCOE, MINNESOTA, A CORPORATION OF MINNE- SOTA.

BOAT-HULL To all whom it may concern:

Be it known that I, JOHN S. ANDERSON, a citizen of the United States, residing at Glencoe, in the county of McLeod and State of Minnesota, have invented certain new and useful Improvements in Boat-Hulls, and do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention has for its especial object to provide an improved metallic hull for dredge boats and other boats and, to this end, it consists of the novel devices and combinations of devices hereinafter described and defined in the claims.

Especially this invention has for its object to provide a boat hull of such size that, when completed, it cannot, on account of its width, be shipped on an ordinary fiat car, and which, when separated on one or more longitudinal joints, may be thus shipped.

In the accompanying drawings, which illustrate the invention, like characters indicate like parts throughout the several views.

Referring to the drawings, Figure 1 is a plan view of the improved boat hull; Fig. 2 is an enlarged transverse section taken on the line m of Fig. 1; and Fig. 3 is a view in side elevation, with some parts broken away and with one of the half sections of the hull removed at one end of the boat.

The bottom and sides of the hull are made from metal sheets or plates, preferably steel, indicated by the numeral 1, and the end plates are made from flat metal sheets indicated by the numeral 2. The sheets 1 are bent to form longitudinally extended oblique surfaces at the lower outer portions of the hull, and angle irons 3 are rigidly secured, preferably by rivets, to the upper edges of the said plates. These angle irons 3 very greatly stiffen the sides of the boat. The bottom of the boat is stiffened, as shown, by Z bars 4 riveted to the bottom portion of the said plates 1 and extending from end to end of the hull. These bars 4: also afford suitable beams, to which the machinery, not shown, of the dredge or similar boat may be secured.

The entire hull is split from end to end and up its end plates, preferably at the Specification of Letters Patent.

Application filed September 29, 1909.

Patented July 19, 1910.

Serial No. 520,124.

transverse center of the hull, and to the abutting edges of the plates 1 and 2 angle irons 5, which constitute joint strips are rigidly secured, preferably by rivets, and

their abutting upturned flanges are rigidly,

but detachably, secured together by nutted bolts 6, which serve to clamp between said flanges suitable packing strip or material 7 that insures a water-tight joint.

Diagonal transversely intersecting truss rods 8 are attached at their upper ends to anchor brackets 9 secured in the angles of the upper bars 3, and the lower ends of the said rods are attached to anchor brackets 10, secured to the bottom of the boat hull, at the upturned angles thereof. Other truss rods 11 are passed over struts 12, the lower portions of which latter are bifurcated and embrace the upturned edges of the angle irons 5, as best shown in Fig. 2. The ends of the truss rods 11 are attached to the above noted anchor brackets 10, and preferably the connections between the rods 8 and 11 and the respective anchor brackets 9 and 10 are made by short nutted bolts, which permit ready disconnection and attachment thereof.

The truss rods 8 and 11 and the longitudinally extended bars 8, 4E and 5 give very great stiffness and rigidity to the boat hull. When the boat hull is to be shipped on cars, or other vehicles for that matter, the two half sections thereof are separated and may then be packed in comparatively small space, and are adapted for shipment on ordinary fiat cars, unless the boat hull be of very great size, in which case the hull might be made in three sections instead of two. When the hull reaches its destination, it may, as is evident, be very quickly and easily set up or put together.

This improved hull may be constructed at comparatively small cost and may be shi ped at a comparatively low freight rate.

Vhat I claim 1s:

1. A boat hull having its bottom, sides and ends constructed from metal sheets, said hull being separable by a longitudinally ex tended joint, joint strips secured to the bottom and end plates of said hull at the said joint, and bolts detachably connecting said joint strips, struts seated on said oint strips and truss rods passed over said struts and secured at their ends to the two hull sections on opposite sides of said boat.

2. A boat hull having its bottom, sides and ends constructed from metal sheets, said hull being separable by a central longitudinally extended joint, angle irons secured to the bottom and end plates of said hull at the said joint, and bolts detachably connecting the adjacent flanges of the said angle irons, struts seated on the adjacent flanges of the said angle bars and truss rods passed over said struts and secured at their ends to the two hull sections on opposite sides of said boat.

3. A boat hull having its bottom, sides and ends constructed from metal sheets, said hull being separable-by a central longitudinally extended joint, angle irons secured to the bottom and end sheets of said hull and having abutting flanges, bolts detachably secured to the abutting flanges of said angle irons, struts seated on the flanges of said angle irons, truss rods extended over said struts and secured at their ends to the bottom portions of the tWo hull sections, angle irons secured to the upper edges of the sides of said hull, and transversely intersecting oblique truss rods connecting said upper angle irons to the bottom portions of the boat sections, substantially as described.

In testimony whereof I aflix my signature in presence of two Witnesses.

JOHN-S. ANDERSON. Witnesses:

JOHN J. HANKENSON, F. R. ALLEN. 

